Vehicle compartment louver carrier with integrated ducting

ABSTRACT

The present invention is directed to a carrier for an automobile with integrated active ducting. The carrier includes at least one aperture, and at least one louver rotatably mounted in the aperture. Also attached to the carrier is an actuator, and the actuator is connected to the louver. The actuator is operable for moving the louver between an open position and a closed position such that when the louver is in the open position, air flow passes through the aperture.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Application No.61/271,413, filed Jul. 21, 2009.

FIELD OF THE INVENTION

The present invention relates to a carrier for an automobile which hasactive ducting integrated with the carrier to provide greater controlover the cooling of an automobile.

BACKGROUND OF THE INVENTION

Various attempts have been made to optimize the cooling of variousautomobile parts. Some of the various devices developed have beendesigned to control the air flow throughout the engine compartment ofthe automobile such that the desired amount of heat is transferred awayfrom the engine, transmission, and other components which generate heatin order to maintain an optimal operating temperature.

However, it is also desirable to bring the engine up to the normaloperating temperature as soon as possible after engine start-up. Whenthe engine is substantially the same temperature as the surroundingenvironment and is turned on, the engine is the least fuel efficient(especially during start-up and the temperature of the surroundingenvironment is cold). The reduced fuel efficiency is why it isconsidered desirable to bring the engine up to the optimal operatingtemperature very quickly. Under these conditions, it is not desirable toremove heat away from the engine and the various components surroundingthe engine, and therefore devices designed to control air flow aroundthe engine are more beneficially used if they do not remove heat awayfrom the engine at start-up.

Furthermore, components designed to provide optimal cooling when thevehicle is new may operate differently after the vehicle has accumulatedsignificant mileage. This may occur due to various weather conditions,changes in the way the vehicle is operated in response to differentdrivers, or wear and tear on the vehicle components and othercomponents. All of these factors may affect or change the operation ofthe components over time as the vehicle accumulates mileage. Also, withmany current cooling systems, the airflow generated from the forwardmotion of a vehicle is not efficiently used to cool the variouscomponents of the vehicle. Rather, many of the components of a vehiclecause poor airflow which leads to aerodynamic inefficiencies.

Many of the components designed to control the air flow around an enginefor controlling the operating temperature are manufactured as separatecomponents and assembled to the vehicle during the manufacturingprocess. This increases the number of parts used to assemble thevehicle, complexity of manufacturing, and manufacturing costs.

Accordingly, there exists a need for a cooling system which is operableto have greater control over the airflow around an engine which isadaptable to be suited for use with many different vehicles, and is ableto be integrated into one or more pre-existing vehicle components toreduce the number of overall parts used in manufacturing the vehicle.

SUMMARY OF THE INVENTION

The present invention is directed to an integrated active ducting for anautomobile. The active ducting includes at least one aperture formed aspart of a vehicle component, such as a carrier, and at least one louverrotatably mounted in the aperture. Also attached to the carrier is anactuator, and the actuator is connected to the louver. The actuator isoperable for moving the louver between an open position and a closedposition such that when the louver is in the open position, air flowpasses through the aperture.

The carrier and ducting are integrated together as a single unit and aretherefore assembled to the vehicle as a single unit duringmanufacturing. In an alternate embodiment, the ducting is integrated toa fan shroud, radiator housing, or the like.

More particularly, each louver has a pair of seals, with one seal fromone louver contacting a corresponding seal of a corresponding louver forpreventing airflow through the aperture of the carrier. Each sealincludes a slip coat for reducing the friction between the seals, aswell as limiting binding between the louvers from ice formation on thesurface of the seals, and improving wear resistance to dirt and debrisduring cycling.

In another aspect of the present invention, a process for manufacture ofa louver used in a louver system is provided. According to this process,as an extended length of a louver is extruded, the louver is extrudedinto pre-determined shaped cross-sections with dual durometerco-extrusion slip coats and also strengthening cores or wires. Thisprovides a cost effective louver blank that can be cut to any desiredlength as required for particular applications.

The louver blank is then cut to length using the construction of thepresent invention. Connection features are formed on the ends which areadapted for connecting to a link mechanism. In a preferred embodiment,the connection features are die cut while cutting the louvers, or afterthe louvers are cut to a final length.

Further areas of applicability of the present invention will becomeapparent from the detailed description provided hereinafter. It shouldbe understood that the detailed description and specific examples, whileindicating the preferred embodiment of the invention, are intended forpurposes of illustration only and are not intended to limit the scope ofthe invention.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will become more fully understood from thedetailed description and the accompanying drawings, wherein:

FIG. 1 is a first front perspective view of a carrier having integratedactive ducting, according to the present invention;

FIG. 2 is a first rear perspective view of a carrier having integratedactive ducting, according to the present invention;

FIG. 3 a second front perspective view of a carrier having integratedactive ducting, according to the present invention;

FIG. 4 a second rear perspective view of a carrier having integratedactive ducting, according to the present invention;

FIG. 5 is perspective view of a louver used as part of active integratedducting, according to the present invention;

FIG. 6 is an enlarged perspective view of an end of a louver used aspart of active integrated ducting, according to the present invention;

FIG. 7A is a side view of an end of a louver used as part of activeintegrated ducting, according to the present invention;

FIG. 7B is a side view of another end of a louver used as part of activeintegrated ducting, according to the present invention;

FIG. 7C is a perspective view of the end of the louver shown in FIG. 7B,according to the present invention;

FIG. 8A is a perspective view of several louvers used as part of activeintegrated ducting in a closed position, according to the presentinvention;

FIG. 8B is an enlarged perspective view of the louvers used as part ofactive integrated ducting in a closed position shown in FIG. 8A,according to the present invention;

FIG. 8C is an enlarged perspective view of connecting portions attachedto a set of louvers used as part of active integrated ducting in aclosed position, according to the present invention;

FIG. 9 is a perspective view of a connecting portion attached to alouver used as part of active integrated ducting, according to thepresent invention;

FIG. 10 a second perspective view of a connecting portion attached to alouver used as part of active integrated ducting, according to thepresent invention;

FIG. 11 is a first perspective view of a connecting portion operable forattachment to a louver used as part of active integrated ducting,according to the present invention;

FIG. 12 is a second perspective view of a connecting portion operablefor attachment to a louver used as part of active integrated ducting,according to the present invention;

FIG. 13 is a third perspective view of a connecting portion operable forattachment to a louver used as part of active integrated ducting,according to the present invention;

FIG. 14A is a sectional side view taken along lines 14A-14A of FIG. 5;

FIG. 14B is an enlarged view of the circled portion shown in FIG. 14A;

FIG. 15A is a sectional side view of an alternate embodiment of louversused as part of active integrated ducting, according to the presentinvention;

FIG. 15B is an enlarged view of the circled portion of FIG. 15A;

FIG. 16A is an enlarged view of another alternate embodiment of a louverused as part of active integrated ducting, according to the presentinvention;

FIG. 16B is a sectional side view of the alternate embodiment of thelouvers shown in FIG. 16A used as part of active integrated ducting,according to the present invention;

FIG. 17 is a sectional side view of yet another alternate embodiment ofa louver used as part of active integrated ducting, according to thepresent invention;

FIG. 18 is an exploded view of a fascia having active integratedducting, with the fascia operable for connection with a vehicle supportstructure, according to the present invention; and

FIG. 19 is an exploded view of a carrier having active integratedducting, with the carrier operable for connection with a vehicle supportstructure, according to the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The following description of the preferred embodiment(s) is merelyexemplary in nature and is in no way intended to limit the invention,its application, or uses.

An embodiment of a carrier having integrated active ducting is shown inthe Figures generally at 10. The carrier 10 is a single moldedcomponent, and includes various ports, flanges, support members, and thelike operable for connection with the various components located insidean engine compartment, such as a radiator, fan shroud, washer fluidcontainer, the vehicle chassis, body-in-white (BIW), and other similarcomponents. While the carrier 10 is molded as shown, it is within thescope of the invention that the carrier 10 is operable to be moldedhaving other shapes such that the carrier 10 of the present invention isable to be used with different types of vehicles.

The carrier 10 includes several apertures 12 which function as ductingand are operable for allowing air flow therethrough. The ducting alsoincludes a set of louvers 14 mounted within each of the apertures 12.The louvers 14 are operable to be in a first or open position to allowairflow through the apertures 12, or in a second or closed position toprevent airflow through the apertures 12, or any position therebetween.

The apertures 12 are broken up into two groups, upper apertures,generally shown at 16, and lower apertures, generally shown at 18.Dividing the upper apertures 16 is a mounting portion in the form of anupper vertical mount 20, and dividing the lower apertures 18 is anothermounting portion in the form of a lower vertical mount 22. Connected tothe lower vertical mount 22 is an actuator 24; there is also a linkagesystem, generally shown at 26, which is connected to both verticalmounts 20,22. The linkage system 26 includes a link mechanism 28operable for movement controlled by the actuator 24. The link mechanism28 is pivotally connected to a connection surface on at least one end ofthe louvers 14. In this embodiment, the connection surface is a firstend 32 of the louver 14. A group of connecting portions 30 is connectedto the louvers 14 on the first end 32. The connecting portions 30 andlouvers 14 mounted in the lower apertures 18 are substantially the sameas the connecting portions 30 and louvers 14 mounted in the upperapertures 16. The connecting portions 30 are each rotatably connected tothe mounts 20,22 as shown in FIGS. 3 and 4. The louvers 14 are alsorotatably connected to the apertures 12 on a second end 34.

In one embodiment, shown in FIGS. 5-7A and 8A-8B, the second end 34 ofeach of the louvers 14 includes a pin 36 which extends into a recess 38formed as part of an outer wall 40 of the upper apertures 16 and arecess 42 formed as part of an outer wall 44 of the lower apertures 18.Referring again to the Figures generally, the upper vertical mount 20also includes a set of upper mounting apertures 46 used for receiving apin 48 formed as part of each of the connecting portions 30. Each of theconnecting portions 30 also includes a flange or body portion 50 havinga drive pin 52 which is pivotally connected to the link mechanism 28.The lower vertical mount 22 includes a set of lower mounting apertures54, which are also operable for receiving a respective pin 48 formed aspart of each of the connecting portions 30.

Referring now to FIGS. 7B-7C, 8C, and 9-13, each of the connectingportions 30 has a first connecting plate 56 which is substantiallyparallel to a second connecting plate 58. The first connecting plate 56has a first rounded portion 60, as well as a first square-shapedaperture 62 and a first locking apparatus 64. The second connectingplate 58 has a second rounded portion 66, a second square-shapedaperture 68, and a second locking apparatus 70. Each of the connectingplates 56,58 is connected to the body portion 50 such that a part of thebody portion 50 forms a rear wall 72 adjacent each of the connectingplates 56,58.

Each locking apparatus 64,70 includes a contact surface 74 and aretention surface 76, and each locking apparatus 64,70 is operable forbeing selectively disposed in a corresponding square-shaped aperture 78formed as part of the first end 32 of each of the louvers 14 when aconnecting portion 30 is connected to the first end 32 of a louver 14.In this embodiment, there are two square-shaped apertures 78 formed aspart of each louver 14, but it is within the scope of the invention thatmore or less apertures 78 may be used with more or less lockingapparatuses 64,70.

The first end 32 of each louver 14 has a notch, generally shown at 80,with the notch 80 having a first depth 82, a second depth 83, and adesired height 84. Each notch 80 also includes a support surface 86 andside surfaces 88. To attach the connecting portion 30 to the first end32 of a louver 14, each connecting portion 30 is positioned such thatthe louver 14 is disposed between the connecting plates 56,58 and acorner 90 of the support surface 86 contacts the contact surface 74 of arespective locking apparatus 64,70. A force is then applied to theconnecting portion 30 to force the rear wall 72 toward the supportsurface 86. This in turn causes the contact surfaces 74 to move alongthe respective corners 90, and the connecting plates 56,58 to deflect,allowing the contact surfaces 74 to then move along the outer surface ofthe louver 14 until each locking apparatus 64,70 is in alignment with arespective aperture 78. At which point each locking apparatus 64,70 thenmoves into one of the apertures 78, the connecting plates 56,58 are nolonger deflected, and return to their original positions. Once a lockingapparatus 64,70 is located in an aperture 78, the retention surface 76is then in contact with an inner surface 92 of an aperture 78,preventing the connecting portion 30 from becoming detached from thelouver 14.

When it is desired to detach the connecting portion 30 from the louver14, an object (such as a screwdriver, for example) is inserted throughthe first square-shaped aperture 62, the corresponding square-shapedaperture 78 formed as part of the louver 14 in alignment with the firstsquare-shaped aperture 62, and pressed against the contact surface 74 ofthe second locking apparatus 70 to cause the second connecting plate 58to deflect. Additionally, an object is also inserted through the secondsquare-shaped aperture 68, through a corresponding square-shapedaperture 78 formed as part of the louver 14 in alignment with the secondsquare-shaped aperture 68, and pressed against the contact surface 74 ofthe first locking apparatus 64, thereby causing the first connectingplate 56 to deflect. Once each of the connecting plates 56,58 deflectssufficiently, the locking apparatuses 64,70 are removed from theapertures 78, and the connecting portion 30 is able to be pulled awayfrom the louver 14.

When the connecting portion 30 is connected to a louver 14, there is arounded portion 94 formed as part of the louver 14 which is receivedinto a first semi-circular recess 96 formed as part of the first roundedportion 60 and a second semi-circular recess 98 formed as part of thesecond rounded portion 66. This in combination with the connectingplates 56,58 ensures that the connecting portion 30 and louver 14 rotatetogether when connected to one another.

Each louver 14 has a first lip 100 and a second lip 102; the first lip100 is connected to and used for supporting a first flap 104, and thesecond lip 102 is used for supporting a second flap 106. The flaps104,106 are used for providing control of the airflow through theapertures 12. When the louvers 14 are in the closed position, the secondflap 106 of one louver 14 is in contact with a first flap 104 of anadjacent louver 14, best seen in FIGS. 8A-8C.

Referring again to FIGS. 5-8C and 14A-14B, extending through each louver14 is a pair of wires 108 which function to control the coefficient oflinear thermal expansion (CLTE) of the louvers 14. Each wire 108 has anouter surface with a defined texture to provide a more secure connectionbetween the wires 108 and the louver 14. The textured surface may be aribbed, knurled, ridged, or any other type of surface suitable forproviding a proper “grip” between the wires 108 and louvers 14 as theyare coextruded.

The actuator 24 is operable to control the movement of the connectingportions 30 through the use of the link mechanism 28 being connected toeach drive pin 52. The actuator 24 is operable to be actuatedmechanically, hydraulically, electrically, through vacuum actuation,lost motion actuation, or by any other suitable method. The actuator 24is controlled to move the connecting portions 30, which rotate thelouvers 14 such that the louvers 14 are opened to a desired position.The louvers 14 are operable to be positioned between the fully openposition to maximize the amount of airflow through the apertures 12, orto the fully closed position as shown in FIGS. 3 and 4, substantiallyreducing or eliminating air flow around the radiator, engine, and othercomponents under the hood of a vehicle.

The actuator 24 is also operable to move the louvers 14 to positionsbetween the fully open and fully closed positions as may be desired orselected, or required for optimum temperature control. The linkmechanism 28, the connecting portions 30, and the louvers 14 are allconnected such that they move substantially in unison. When looking atFIGS. 3 and 4, the louvers 14 are in the closed position. When theactuator 24 is actuated, the link mechanism 28 is moved upwardly,causing the drive pin 52 of each connecting portion 30 to rotaterelative to the link mechanism 28, and each of the pins 48 disposed inthe upper mounting apertures 46 and the lower mounting apertures 54rotate as well. Similarly, each of the pins 36 located in the recesses38,42 of the respective outer walls 40,44 rotate as well. Because thelink mechanism 28 is a solid member, this in turn rotates all of thelouvers 14 substantially in unison.

As the vehicle travels, and the louvers 14 are in at least a partiallyopen position, air flow passes through the apertures 12 and removes heatfrom the various components located behind the carrier 10. In oneparticular embodiment, a radiator is disposed behind the carrier 10 suchthat when the louvers 14 are opened, air flow transfers heat away fromthe radiator, and the coolant flowing through the radiator is reduced intemperature.

If it is desired to reduce or substantially eliminate air flow aroundthe various components of the engine (for the purpose of bringing theengine up to the desired temperature after a cold start), the actuator24 is actuated to move the louvers 14 to the closed position, which thenprevents air flow through the apertures 12.

In one embodiment, the louvers 14 shown in FIGS. 3-14B are formed usinga coextrusion process. The louvers 14 are made of a type ofthermoplastic material such as, but not limited to, polypropylene (PP).The wires 108 are made of a metal (such as aluminum or steel), and theflaps 104,106 are made of a Thermoplastic Vulcanizates (TPV), but it iswithin the scope of the invention that other types of ThermoplasticElastomers (TPE) may be used. The louvers 14 may optionally include aslip coat 109 (shown in FIGS. 5-7B, 8A-8B, and 9-10). The slip coat 109reduces the friction between the flaps 104,106, limits binding betweenthe louvers 14 from ice formation on the surface of the flaps 104,106,and improves wear resistance to dirt and debris during cycling.

The louvers 14, wires 108, flaps 104,106, and slip coat 109 arecoextruded together, and each louver 14 is then cut to the desiredlength to fit the carrier 10 shown in FIGS. 1-4. However, it is withinthe scope of the invention that the louvers 14 may be cut to any desiredlength to fit any carrier, or to fit into any size aperture differentfrom the apertures 12. It is also within the scope of the invention thatthe louvers 14 may be used in other various locations which are part ofa vehicle.

Part of the present invention includes the process for creating thelouvers 14. One step in the process involves extruding a louver blankused to form the louvers 14, and another step in the process involvesforming the ends 32,34 of the louvers 14. In one embodiment, the louverblank used to form the louvers 14 is extruded using a dual durometer. Asthe louvers 14 are extruded into a louver blank and cut, in oneembodiment a stamping process may be used to form each end 32,34 of eachlouver 14 and cut the louvers 14 to the desired length simultaneously.This provides the advantage over cutting the louvers 14 to the desiredlength, and then stamping the ends 32,34 as a separate operation.

The notch 80 and the apertures 78 are formed in the first end 32 as thelouver 14 is cut to the desired length, and the pin 36 is formed in thesecond end 34 as the louver 14 is cut to the desired length. Cutting thelouver blank and stamping the ends 32,34 simultaneously reduces thesteps in the manufacturing process, and also allows for greaterflexibility in the applications in which the louvers 14 are used sincethey may be cut to any desired length. In an alternative embodiment, asthe second end 34 is formed on one louver 14, the first end 32 may beformed on the subsequent louver 14 by using a single stamping die.

Additionally, because the louvers 14 are coextruded, the wires 108,flaps 104,106, and the slip coat 109 are formed as part of the louver 14during the extrusion process, which eliminates the step of forming theflaps 104,106 and slip coat 109 as separate components and attaching theflaps 104,106 and slip coat 109 during separate manufacturing processes.Another advantage of coextruding the louvers 14 is that the louvers 14,wires 108, flaps 104,106, and slip coat 109 are all cut to the samelength simultaneously, which eliminates attempting to cut the louver 14,flaps 104,106, and the slip coat 109 to the same length and thenassemble them together (which would require a tolerance to account forthe louver 14, flaps 104,106, and slip coat 126 not being cut to exactlythe same length).

Shown in FIGS. 15A and 15B is another embodiment of louvers, showngenerally at 110, which are operable with the carrier 10 to function asan integrated ducting system according to the present invention. Thelouvers 110 in this embodiment have a body portion 112 which is made ofPP, but it is within the scope of the invention that other types ofthermoplastics may be used. The body portion 112 includes a pair ofhollow sections 114 and a central hollow section 116 to reduce theoverall amount of material used. One of the hollow sections 114 is partof a first lip 118, and another of the hollow sections 114 is part of asecond lip 120. Connected to the first lip 118 is a first or spring seal122, and connected to the second lip 120 is a second or reaction seal124. Each of the seals 122,124 are made of a TPV material in a similarmanner as compared to the previous embodiment.

As with the previous embodiment, each of the seals 122,124 has a slipcoat 126 which reduces the friction between the seals 122,124, limitsbinding between the louvers 110 from ice formation on the surface of theseals 122,124, and improves wear resistance to dirt and debris duringcycling.

Also similar to the previous embodiment, there is a pair of wires 128which function to control the coefficient of linear thermal expansion(CLTE) of the louvers 110. Each wire 128 also has an outer surface witha defined texture to provide a more secure connection between the wires128 and the louver 110 similar to the previous embodiment.

The body portion 112 of each louver 110 is coextruded with the seals122,124, the slip coat 126, and the wires 128. This allows all thecomponents to be cut to any desired length, and may be used with thecarrier 10, or integrated with other automotive parts to provide desiredcooling. The ends of the louvers 110 shown in FIGS. 15A and 15B may beshaped similar to the ends 32,34 of the louvers 14 of the previousembodiment, and be connected to connecting portions 30 for allowing thelouvers 110 to pivot relative to the carrier 10 substantially in unison.

In can be seen in FIGS. 15A and 15B that the seals 122,124 are notidentical. The first seal 122 includes a recessed portion 130 whichsurrounds the end of the first lip 118 and also has a flexible portion132. The slip coat 126 on the first seal 122 extends onto the flexibleportion 132, and selectively contacts the slip coat 126 coextruded tothe second seal 124. Essentially, the slip coat 126 coextruded to thesecond seal 124 functions at least in part as a contact surface orreaction surface to the flexible portion 132. The second seal 124 alsohas a recessed portion 134 which is connected to the end of the secondlip 120; the recessed portion 134 is formed with an elongated portion136, and the slip coat 126 coextruded with the second seal 124 coversthe recessed portion 134 and the elongated portion 136.

As the actuator 24 operates to move the link mechanism 28, therebyrotating the louvers 110 substantially in unison, the slip coat 126 ofboth the first seal 122 and the second seal 124 contact each other whenthe louvers 110 are in the closed position. More specifically, theflexible portion 132 flexes and is positioned as shown in FIG. 15B whenthe louvers 110 are in the closed position and the first seal 122 is incontact with the second seal 124. The flexible portion 132 is shown inphantom depicts the position of the flexible portion 132 when the firstseal 122 is not in contact with the second seal 124. The slip coat 126along the elongated portion 136 of the second seal 124 contacts the slipcoat 126 along the flexible portion 132 of the first seal 122 when thelouvers 110 are in the closed position.

Referring now to FIGS. 16A and 16B, louvers according to anotherembodiment of the preset invention are shown generally at 138. Similarto the previous embodiment, the louvers 138 each have a body portion 140made of a thermoplastic material, such as PP. However, this embodimentalso includes a support member or support spine 142 for providingincreased strength. The support spine 142 is made of metal, such as butnot limited to steel or aluminum, and in addition to providing strength,the support spine 142 also functions to control the CLTE of the louvers138 (essentially performing the same function as the wires 108,128 ofthe previous embodiments).

The louvers 138 of this embodiment also have a first seal 144 and asecond seal 146. The seals 144,146 are bulb-style seals, and are made ofa TPV material, and each have a slip coat 148 for reducing friction andlimiting binding between the louvers 138 when ice forms on the louvers138, also improving the resistance to wear and debris during cycling.

The first seal 144 includes a first rounded segment 150, a first flatsegment 152, a second rounded segment 154, and a second flat segment156. The second flat segment 156 functions as a contact surface for afirst rounded segment 158 of the second seal 146 mounted on an adjacentlouver 138. The second seal 146 also includes a first flat segment 160,a second rounded segment 162, and a second flat segment 164. The varioussegments 150,152,154,156 of the first seal 144 and the various segments158,160,162,164 of the second seal 146 are flexible, and deflect whenthe louvers 138 are in the closed position, and the first roundedsegment 158 of the second seal 146 is pressed against the second flatsegment 156 of the first seal 144. Each of the seals 144,146 includeopen sections 166 which help to reduce the amount of material used toproduce the seals 144,146 and also increase the flexibility of the seals144,146.

The louvers 138 of this embodiment are also suitable for mounting in theapertures 12, and may be cut to have ends similar to the first end 32and second end 34 of the louvers 14 of the first embodiment. The louvers138 of this embodiment may be cut to any length to be suited for usewith any size aperture or location on a vehicle. Furthermore, becausethe body portion 140, the support spine 142, the seals 144,146, and theslip coat 148 are all coextruded together, the construction of thelouvers 138 is simplified and more efficient.

Another embodiment of a louver for use with the carrier 10 to createintegrated active ducting is shown in FIG. 17 generally at 168. Thelouver 168 of this embodiment also has a body portion 170 and a supportspine 172. The body portion 170 and support spine 172 function in asimilar manner to the previous embodiments, and are made ofsubstantially the same materials, but the are shaped differently. Thelouvers 168 of this embodiment also include seals, but the seals of thisembodiment are whisker-style seals. There is a first whisker-style seal174 and a second whisker-style seal 176. Each of the seals 174,176includes an arcuate portion 178 which is bonded to the body portion 170,and a flexible portion 180 integrally formed with the arcuate portion178. There is a slip coat 182 connected to each of the flexible portions180 of the seals 174,176 which functions in a similar manner to the slipcoats 126,148 described in the previous embodiments to reduce frictionbetween the louvers 168, limit the effect of ice formation on thesurfaces of the seals 174,176, as well as improve wear resistance todirt and debris.

When the louvers 168 of this embodiment are in operation, each louver168 is rotated between an open position and a closed position. When inthe closed position, the flexible portions 180 of the respective seals174,176 contact one another and deflect to prevent air flow between thelouvers 168. As with the previously described embodiments, the bodyportion 170, support spine 172, seals 174,176, and slip coat 182 are allcoextruded simultaneously to reduce manufacturing time, and increaseefficiency.

It should be appreciated that all of the embodiments of the presentinvention provide the advantages of increased efficiency duringmanufacturing because of the use of coextrusion, and that the louvers14,110,138,168 may be cut to any length to suit any size aperture forany vehicle. While the louvers 14,110,138,168 have been described foruse with the carrier 10, the louvers 14,110,138,168 may be used withother vehicle components as well. An example of this is shown in FIG.18, where the louvers 14 of the first embodiment have been incorporatedfor use with a fascia 184. The fascia 184 is connected to a vehiclesupport structure, such as a body-in-white (BIW) component or chassis.Referring to FIG. 19, the carrier 10 is shown as being connectable tothe BIW structure 186. However, it is within the scope of the inventionthat any of the louvers 14,110,138,168 may be connected to any structureas may be necessary so as to control air flow around various vehiclecomponents, such as components in the engine compartment of a vehicle,and therefore control cooling. The louvers 14,110,138,168 may beincorporated into components such as, but not limited to, fenders, thehood, fascia, bumpers, ground effects, and the like.

The description of the invention is merely exemplary in nature and,thus, variations that do not depart from the gist of the invention areintended to be within the scope of the invention. Such variations arenot to be regarded as a departure from the spirit and scope of theinvention.

1. A component for a vehicle having integrated active ducting,comprising: at least one aperture; at least one louver rotatably mountedin said at least one aperture; and an actuator connected to said atleast one louver, operable for moving said at least one louver betweenan open position and a closed position such that when said at least onelouver is in said open position, air flow passes through said at leastone aperture, and when said at least one louver is in said closedposition, air flow is substantially prevented from moving through saidat least one aperture.
 2. The component for a vehicle having integratedactive ducting of claim 1, further comprising: a link mechanism, said atleast one louver pivotally connected to said link mechanism; and anactuator connected to said link mechanism operable for moving said linkmechanism such that said link mechanism repositions said at least onelouver.
 3. The component for a vehicle having integrated active ductingof claim 1, further comprising at least one connecting portion operablefor rotatably connecting a first end of said at least one louver to saidcomponent.
 4. The component for a vehicle having integrated activeducting of claim 3, said at least one connecting portion furthercomprising: a body portion; a pin formed as part of said body portion,said pin operable for extending into at least one mounting apertureformed as part of a mounting portion of said at least one aperture; adrive pin, said link mechanism pivotally connected to said body portionby said drive pin; at least one connecting plate formed as part of saidbody portion; and at least one locking apparatus formed as part of saidfirst connecting plate operable for providing a connection between saidat least one connecting plate and at least one louver such that as saidlink mechanism is moved by said actuator, said link mechanism applies aforce to said drive pin, causing said body portion, said at least oneconnecting plate, and at least one louver to pivot.
 5. The component fora vehicle having integrated active ducting of claim 6, said at least onelouver further comprising: at least one square-shaped aperture locatedin proximity to said at first end, said at least one square-shapedaperture operable for receiving a portion of said at least one lockingapparatus, connecting said at least one connecting portion to said firstend of said at least one louver; a notch formed on said first end inproximity to said at least one square-shaped aperture, said at least oneconnecting portion disposed in said notch when said at least oneconnecting portion is connected to said first end of said at least onelouver; and a pin formed on a second end of said at least one louveroperable for being received into a recess formed in an outer wall ofsaid at least one aperture such that said at least one louver isrotatably mounted in said at least one aperture.
 6. The component for avehicle having integrated active ducting of claim 5, said at least oneaperture further comprising a plurality of upper apertures and aplurality of lower apertures.
 7. The component for a vehicle havingintegrated active ducting of claim 6, said mounting portion furthercomprising an upper vertical mount formed as part of said component anddividing at least two of said plurality of upper apertures.
 8. Thecomponent for a vehicle having integrated active ducting of claim 7,said mounting portion further comprising a lower vertical mount formedas part of said component and dividing at least two of said plurality oflower apertures. 9-51. (canceled)
 52. A process for manufacture of alouver system including a link mechanism having attachment connections,comprising: extruding an extended length of a louver blank; cutting saidlouver blank into a plurality of pre-determined lengths for assemblyinto said louver system; forming a connection surface on at least oneend portion of said predetermined lengths of said louver blank; andassembling said predetermined lengths of said louver blank to said linkmechanism using said connection surface.
 53. The process for manufactureof a louver system including a I linkage mechanism having attachmentconnections of claim 52, wherein said louver blank is coextruded usingdual durometers.
 54. The process for manufacture of a louver systemincluding a linkage mechanism having attachment connections of claim 52,said louver blank further comprising a body portion, wherein said bodyportion is coextruded over a core structure.
 55. The process formanufacture of a louver system including a linkage mechanism havingattachment connections of claim 54, wherein said core structure furthercomprises a support spine.
 56. The process for manufacture of a louversystem including a linkage mechanism having attachment connections ofclaim 54, wherein said core structure further comprises at least onewire.
 57. The process for manufacture of a louver system including alinkage mechanism having attachment connections of claim 52, wherein aslip coat is formed on said louver blank.
 58. The process formanufacture of a louver system including a linkage mechanism havingattachment connections of claim 57, further comprising at least one sealcoextruded onto said louver blank, a portion of said slip coatcoextruded onto said at least one seal.
 59. The process for manufactureof a louver system including a linkage mechanism having attachmentconnections of claim 58, said at least one seal being one selected fromthe group consisting of a flap, a spring seal, a bulb-style seal, and awhisker-style seal.
 60. The process for manufacture of a louver systemincluding a linkage mechanism having attachment connections of claim 52,wherein said connection surface is die cut during cutting of said louverblank.
 61. The process for manufacture of a louver system including alinkage mechanism having attachment connections of claim 52, saidconnection surface further comprising a first end formed during thecutting of said louver blank.
 62. The process for manufacture of alouver system including a linkage mechanism having attachmentconnections of claim 61, further comprising: a notch formed as part ofsaid first end during the cutting of said louver blank; at least onesquare-shaped aperture formed as part of said first end during thecutting of said louver blank, said at least one square-shaped aperturelocated in proximity to said notch; and a connecting portion operablefor connection with said notch and said at least one square-shapedaperture, said connecting portion operable for being pivotally connectedto said link mechanism.
 63. The process for manufacture of a louversystem including a linkage mechanism having attachment connections ofclaim 52, further comprising a pin formed on a second end of said louverblank operable for allowing said louver blank to be rotated by said linkmechanism.